JP2013220766A - Front structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front structure of automobile in which a colliding object is protected and in light collision, a front part of a car body or accessories can also be protected, by promptly supporting an airbag with an airbag supporting part, increasing a reaction force of the airbag, and speedily generating a substantially uniform reaction force, with respect to the colliding object, in cooperation with a light collision load absorbing part.SOLUTION: A front structure of an automobile includes airbags 30, 33 which are expanded at least at an upper side or a lower side of a light collision load absorbing part 17 in frontal collision or frontal collision prediction. An airbag supporting part 22 is formed backward separately from the light collision load absorbing part 17 and the airbags 30, 33 by a front part of a car body or accessories. The airbags 30, 33 are configured to be expanded backward in a direction of the airbag supporting part 22 at least at an upper side or at a lower side, such that the airbags 30, 33 are supported by the airbag supporting part 22.

Description

  The present invention provides a bumper beam and a crash can at the front of the vehicle body in order to reduce acceleration to the occupant at the time of a front collision, reduce damage to the passenger compartment and power train, and facilitate repair in the event of a light collision. The present invention relates to a front structure of an automobile in which a light collision load absorbing portion such as a front end portion of a frame that is made weaker than a rear vehicle body with respect to a longitudinal load is provided with a front surface having a predetermined vertical width.

  Conventionally, in order to protect a pedestrian in contact with a vehicle, a technical idea of providing only one buffer material such as a soft EA material for protecting the pedestrian (EA is an abbreviation for energy absorber), There is a technical idea that a pedestrian protection airbag and a cushioning material are provided, and the pedestrian protection is achieved by the cooperation of both.

However, the buffer stroke for protecting pedestrians cannot secure the reaction force required during light collisions, and cannot absorb shocks during light collisions, that is, cannot decelerate the vehicle. In order to achieve both, a light collision buffer stroke is required in addition to a buffer stroke for protecting pedestrians.
That is, both a load absorbing member for protecting pedestrians and a load absorbing member that absorbs a light collision load are required, and the length in the front-rear direction of both is increased, so that the engine room and the vehicle compartment are enlarged. I could not.

By the way, the degree of damage to a collision object is roughly classified into an impact per unit area and a bending moment, and it is known that particularly when a bending moment occurs, damage to the collision object increases.
In order to reduce the impact per unit area, the front surface of the vehicle body to be contacted should be widened. To reduce the bending moment, the front surface of the vehicle body should be wide and flat. Since it must be formed on the front of the vehicle body, there is a limit to making the front surface of the vehicle wide and flat. For this reason, in the past, it was considered that the impact object was buffered by a receiving surface having a relatively small vertical width on the front surface of the vehicle body. And since the reaction force of cushioning materials, such as a pedestrian protection airbag and EA material, is suppressed low, a long cushioning stroke was needed for this.

  On the other hand, it is conceivable to provide a large airbag at the front end of the vehicle body, but the large airbag is expensive and not normally used.In addition, if a large airbag is provided at the vehicle front end, The front end of the vehicle body becomes heavy and becomes a so-called front heavy, which is not preferable from the viewpoint of steering stability.

  Incidentally, Patent Document 1 discloses that an airbag is deployed in front of the vehicle for the purpose of protecting pedestrians, and Patent Document 2 discloses that the airbag is deployed below the front bumper. A configuration is disclosed in which a vertical surface is formed by the front bumper and the under cover during the development.

  However, each of the conventional structures disclosed in Patent Documents 1 and 2 generates only a reaction force for protecting a pedestrian, and protects the pedestrian by the cooperation of the light collision load absorbing portion and the airbag. The technical idea of actively deploying the airbag to the rear support member is not disclosed at all in order to increase the reaction force of the vehicle and to shorten the buffer stroke for protecting pedestrians and the buffer stroke for light collision. Nor.

JP 2000-168473 A JP 2008-37246 A

  Therefore, the present invention includes an airbag that is deployed on at least one of the upper and lower sides of the light collision load absorbing portion at the time of a front collision or a prediction of a front collision, and is separated rearward from the light collision load absorbing portion and the airbag. An airbag support portion is formed by the front portion or the auxiliary device, and the airbag is deployed at least one of the upper and lower sides and rearward in the direction of the airbag support portion so that the airbag support portion supports the airbag. By configuring as described above, the airbag is quickly supported by the airbag support portion, the reaction force of the airbag is increased, and the collision object collaborates with the light collision load absorption portion quickly and substantially uniformly. An object of the present invention is to provide a front structure of an automobile that can generate a reaction force to protect a collision object and also protect a vehicle body front part and auxiliary equipment in a light collision.

The front structure of a vehicle according to the present invention is a front structure of a vehicle in which a light collision load absorbing portion is provided at the front of a vehicle body with a front surface having a predetermined vertical width. An airbag that is deployed on at least one of the upper and lower sides of the collision load absorbing portion is provided, spaced apart from the light collision load absorbing portion and the airbag, and an airbag support portion is formed by a vehicle body front portion or an auxiliary device, In order to support the airbag by the airbag support portion, the airbag is deployed at least one of the upper and lower sides and rearward in the direction of the airbag support portion.
The light collision load absorbing portion described above may be set to any one of the bumper beam, the crash can, and the frame front end portion.
Moreover, you may set the above-mentioned vehicle body front part to a radiator shroud.
Further, the above-mentioned auxiliary machine may be set in a heat exchanger such as a condenser or a radiator, a motor or a battery, or may be set in the engine (or power train) itself.

According to the above configuration, since the airbag is deployed rearward in the direction of the airbag support portion, the airbag can be quickly supported by the airbag support portion and the reaction force of the airbag can be increased. Thus, the collision object can be protected quickly by generating a substantially uniform reaction force in cooperation with the light collision load absorbing portion.
It is also possible to protect the front part of the vehicle body and an auxiliary machine with an airbag deployed during a light collision.

In one embodiment of the present invention, the initial reaction force of the light collision load absorbing portion and the reaction force of the airbag at substantially the same front and rear position as the front surface of the light collision load absorbing portion are substantially the same. is there.
According to the above configuration, since the initial reaction force (proof strength) of the light collision load absorbing portion and the reaction force of the airbag are substantially the same at the front and rear positions substantially the same as the front surface thereof, the bending moment can be reduced. Thus, the pedestrian protection performance can be improved.

In one embodiment of the present invention, the airbag is deployed behind the exterior member that constitutes the front surface of the vehicle body.
The exterior member that constitutes the front surface of the vehicle body can be set to a bumper face and a grill.
According to the above configuration, the front surface of the vehicle body can be quickly flattened by the airbag that is deployed rearward of the exterior member, so that the bending moment to the collision object can be further reduced.

  In one embodiment of the present invention, an outer bag member constituting the front surface of the vehicle body is provided in front of the airbag support portion, the airbag is deployed in front of the exterior member, and the exterior member is attached at the time of collision. Or the exterior member retraction | reverse permission connection means connected so that retraction is possible at the time of airbag deployment is provided.

According to the above configuration, the bumper beam as the light collision load absorbing portion can be disposed in front of the vehicle with respect to the exterior member such as the grill, and the degree of freedom in vehicle design can be improved.
Further, since the exterior member retraction allowing connection means permits retraction of the exterior member such as the grill at the time of collision or deployment of the airbag, it is possible to prevent the grill from being scattered and to secure a stable reaction force of the airbag. be able to.

In one embodiment of the present invention, the airbag is configured such that the bag main body is stored in front of the light collision load absorbing portion with a front and rear proof strength lower than a predetermined value lower than the proof strength of the absorbing portion.
The predetermined value or less is preferably 1 to 4 kN.
According to the above configuration, before the airbag is deployed, the airbag can be effectively used as a cushioning material, and a conventional EA member is not necessary.

In one embodiment of the present invention, the airbag is deployed so as to close the wind inlet.
The above configuration has the following effects.
That is, since the above-described wind introduction port has an opening shape and does not receive a collision load, the collision load can be received by deploying the airbag so as to close the wind introduction port.
That is, it is possible to achieve both the shock absorbing function at the time of the front collision and the cooling and intake performance during normal driving.

  In one embodiment of the present invention, a front hinge type lid portion formed on the upper upper surface of the light impact load absorbing portion of the bumper face is provided, and an exterior member connection release portion is provided at the rear portion of the lid portion. It is.

According to the said structure, since a lid part is a front opening structure, the expansion | deployment to the front of an airbag can be controlled with this lid part. Further, the exterior member connection release portion can release the connection of the exterior member such as the grill and allow the backward movement.
That is, with a small number of parts, it is possible to achieve both the restriction on the forward deployment of the airbag and the allowance for the retreat of the exterior member.

In one embodiment of the present invention, a cushioning material that is softer and has a smaller vertical width than the front surface of the vehicle body is provided in front of the light collision load absorbing portion, and the airbag is located behind the front surface of the cushioning material. And it is the same as the front surface of the light impact load absorbing portion or is deployed in front thereof.
An EA member made of urethane or the like may be used as the buffer material.

  According to the above configuration, since the airbag is deployed behind the front surface of the cushioning material and in front of or in front of the light collision load absorbing portion, the airbag is waiting for the reaction force of the cushioning material to rise and bottom out. Even if the receiving surface is formed by the bag and the reaction force of the cushioning material is increased, the impact can be received by the airbag and the increase in bending moment can be effectively suppressed. Thereby, even if it is a small and compact airbag with a small stroke or a cushioning material with a short front-rear length, the occurrence of a bending moment can be suppressed and the impacted object can be received safely.

  According to the present invention, at the time of the front collision or the prediction of the front collision, the airbag is deployed on at least one of the upper and lower sides of the light collision load absorbing portion, and is separated rearward from the light collision load absorbing portion and the airbag. An airbag support portion is formed by the front portion or the auxiliary device, and the airbag is deployed at least one of the upper and lower sides and rearward in the direction of the airbag support portion so that the airbag support portion supports the airbag. Thus, the airbag is quickly supported by the airbag support portion, the reaction force of the airbag is increased, and the colliding object cooperates with the light collision load absorbing portion to quickly and substantially react against the collision. In addition to protecting the collision object by generating a force, it is possible to protect the front part of the vehicle body and the auxiliary equipment at the time of a light collision.

The side view which shows the front part structure of the motor vehicle of this invention 1 is a plan view of the main part of FIG. Side view when airbag is deployed Side view showing another embodiment of the front structure of an automobile Side view when airbag is deployed Side view when receiving impact object Side view showing still another embodiment of the front structure of an automobile Side view when airbag is deployed Side view showing still another embodiment of the front structure of an automobile The principal part top view of FIG. Side view when airbag is deployed The top view which shows other Example of the front part structure of a motor vehicle Side view showing still another embodiment of the front structure of an automobile Side view when airbag is deployed Side view showing still another embodiment of the front structure of an automobile Side view when airbag is deployed Side view showing still another embodiment of the front structure of an automobile Side view when airbag is deployed

  The air bag is quickly supported by the air bag support part, the reaction force of the air bag is increased, and the collision object collaborates with the light collision load absorbing part to quickly generate a substantially uniform reaction force, In the front structure of an automobile in which a light collision load absorption part is provided with a front surface with a predetermined vertical width at the front part of the vehicle body for the purpose of protecting the collision object and protecting the vehicle body front part and auxiliary equipment at the time of a light collision, At the time of a front collision or at the time of prediction of a front collision, an airbag that is deployed on at least one of the upper and lower sides of the light collision load absorbing portion is provided, and separated from the light collision load absorbing portion and the airbag to the rear, An air bag support is formed by the auxiliary machine, and the air bag is deployed at least one of the upper and lower sides and rearward in the direction of the air bag support to support the air bag on the air bag support. Constitution In Rukoto, it was realized.

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view, FIG. 2 is a plan view of the main part of FIG. 1, and FIG. 3 is a side view when an airbag is deployed.

In FIG. 1, a bonnet 2 that covers the upper part of the engine room 1 is provided. A bonnet reinforcement 3 is attached to the lower surface of the bonnet 2, and a reinforcing plate 4 is coupled to the upper surface of the front portion of the bonnet reinforcement 3. A striker 5 is attached to a portion whose strength is increased by the reinforcing plate 4.
Also, a bumper face 6 is provided to cover the front of the engine room 1, and grills 7, 8, 9 are integrally or integrally formed on the upper, middle and lower parts of the bumper face 6. 7, 8 and 9 form wind inlets 7a, 8a and 9a (so-called air intake portions), respectively.
Furthermore, an under cover 12 is attached to the skirt portion 10 formed integrally or integrally with the lower part of the bumper face 6 using a plurality of clips 11 (only one clip is shown in the drawing). The under cover 12 covers the lower part of the engine room 1.

On the other hand, as shown in FIG. 2, front side frames 13 and 13 as vehicle body strength members extending in the front-rear direction of the vehicle are provided on both the left and right sides of the engine room 1. Left and right crash cans 16 and 16 are attached to front end portions of the pair of left and right front side frames 13 and 13 via joint flanges 14 and 15, respectively.
The crash can 16 described above is a collision energy absorbing member, and a bumper beam 17 extending in the vehicle width direction is attached between the front ends of the left and right crash cans 16 and 16.

  As shown in FIG. 1, the bumper beam 17 is a light collision load absorbing portion having a cross-sectional hat shape opened on the front side of the vehicle and having a predetermined vertical width, and a closing plate 18 is fixedly bonded to the front portion of the bumper beam 17. A closed cross section 19 extending in the vehicle width direction is formed between the closing plate 18 and the bumper beam 17 described above, and is configured to ensure a reaction force necessary for shock absorption during a light collision. ing. The closing plate 18 described above is a panel member that forms the front surface of the bumper beam.

As shown in FIG. 2, brackets 20, 20 are integrally attached to the inner part in the vehicle width direction at the front part of the pair of left and right crash cans 16, and a radiator shroud 21 is interposed between the pair of left and right brackets 20, 20. It is arranged.
The radiator shroud 21 includes left and right shroud sides 21S and 21S shown in FIG. 2, a shroud upper 21U shown in FIG. 1, and a shroud drawer 21L. As shown in FIGS. Is provided with a condenser (condenser) 22 and a radiator 23 as heat exchangers.

As shown in FIGS. 1 and 2, a capacitor 22 is disposed at the front part in the radiator shroud 21, and a radiator 23 is disposed at the rear part in the radiator shroud 21.
The above-mentioned radiator 23 is a heat exchanger in which a water tube and fins are arranged between an upper upper tank and a lower lower tank, and cools engine cooling water such as coolant using running wind or the like. It is. A cooling fan 27 including a fan 24, a fan cowling 25, and a motor 26 is attached to a position offset from the center in the vehicle width direction to one side on the rear surface (rear side surface) of the radiator 23.

  Here, the above-described radiator shroud 21 is attached to the front part of the pair of left and right crash cans 16 and 16 via the left and right brackets 20 and 20, so that when the crash can 16 crashes (when broken) due to a collision, the crash occurs. The radiator shroud 21, the condenser 22, the radiator 23, and the cooling fan 27 are moved backward together with the can 16 to suppress damage to these elements 21, 22, 23, and 27.

Further, as shown in FIG. 1, a plurality of clips 28 (only one clip is shown in the drawing) are used for the lower piece portion 21 a having an L shape in side view formed integrally with the lower portion of the shroud drawer 21 </ b> L. Thus, a lower stiffener 29 as a foot wiping member is attached.
The lower stiffener 29 is located below the bumper beam 17. Specifically, the lower stiffener 29 is disposed at a height position substantially equal to the vertical height of the skirt portion 10 of the bumper face 6, and the front end portion of the lower stiffener 29 is a closing plate. It protrudes toward the front side of the vehicle from 18, and when the vehicle and the pedestrian come into contact with each other, the foot of the pedestrian is to be paid.

As shown in FIG. 1, in the bumper beam 17 as a light collision load absorbing portion, an airbag 30 deployed above the bumper beam 17 at the time of a front collision or a prediction of a front collision is provided above the upper piece 17a of the hat shape in cross section. Provided.
The airbag 30 includes an inflator 31 as a gas generator. As shown in FIG. 2 by an imaginary line α and in FIG. 3 by a solid line, the front surface of the bumper beam 17, that is, a closing plate, is shown. 18 is substantially in the same position in the front-rear direction of the vehicle as the front surface of the vehicle 18 and is displaced upward in the vertical direction. The plane extends in the vertical and horizontal directions in cooperation with the bumper beam 17 in the range of the front surface of the vehicle body. In order to develop a flat surface), a tether 32 is provided as a development regulating means.
The above-described tether 32 is attached between the inflator 31 and a predetermined portion of the airbag 30, and the front surface 30 a when the airbag 30 is deployed shown in FIG. 3 is substantially flush with the front surface of the closing plate 18. Thus, the deployment state of the airbag 30 is regulated. Instead of attaching one end of the tether 32 to the inflator 31, one end of the tether 32 may be attached to a fixing member such as a vehicle body member.

The above-described capacitor 22 as a heat exchanger is disposed at a position separated rearward from the bumper beam 17 as a light collision load absorbing portion and the pair of upper and lower airbags 30 and 33, and the airbag 22 supports the airbag support portion. Is forming.
In addition, in order to support the above-described airbag 30 on the capacitor 22 as the airbag support portion, the airbag 30 is deployed upward and rearward in the direction of the airbag support portion (see the capacitor 22). (See the arrows in FIG. 3).

Similarly, as shown in FIG. 1, in the bumper beam 17 as a light collision load absorbing portion, the lower part 17b of the cross-sectional hat shape is also disposed at the same time as the airbag 30 at the time of the front collision or the front collision prediction. An airbag 33 is provided below 17.
The airbag 33 also includes an inflator 34 as a gas generator. As shown in FIG. 3, the airbag 33 has a front surface of the bumper beam 17, that is, the front surface of the closing plate 18 and substantially the same position in the vehicle front-rear direction. In addition, in order to develop a substantially flat surface (that is, a flat surface extending in the vertical and horizontal directions) that supports the collision object in cooperation with the bumper beam 17 in the range of the front surface of the vehicle body at a position shifted downward in the vertical direction. A tether 35 is provided as a means.

The above-described tether 35 is attached between the inflator 34 and a predetermined portion of the airbag 33, and the front surface 33a when the airbag 33 shown in FIG. 3 is deployed is substantially flush with the front surface of the closing plate 18. As described above, the deployed state of the airbag 33 is regulated. Similarly to the tether 32, one end of the tether 35 may be attached to a fixing member such as a vehicle body member instead of attaching the one end to the inflator 34.
In addition, in order to support the above-described airbag 33 on the capacitor 22 as the airbag support portion, the airbag 33 is deployed downward and rearward in the direction of the airbag support portion (see the capacitor 22). (See the arrows in FIG. 3).

In this way, by deploying both the upper and lower airbags 30 and 33 rearward in the direction of the capacitor 22 as the airbag support portion, each airbag 30 and 33 is an airbag support portion (see the capacitor 22). By supporting quickly, the reaction force of each of the upper and lower airbags 30 and 33 is increased, and in cooperation with the bumper beam 17 against the collision object, a substantially uniform reaction force is quickly generated to protect the collision object. It is configured as follows.
Further, as shown in FIG. 3, the upper and lower airbags 30 and 33 are deployed behind the bumper face 6 and the grills 7, 8, and 9 as exterior members that constitute the front surface of the vehicle body. The airbags 30 and 33 that are deployed rearward are configured to quickly achieve the flattening of the front surface of the vehicle body and reduce the bending moment to the collision object.

  Furthermore, the reaction force of the above-described bumper beam 17 and the reaction force of the upper and lower airbags 30 and 33 at substantially the same front-rear position as the bumper beam 17 (see the disposition position of the closing plate 18) are substantially the same. In addition, the reaction force of each of the airbags 30 and 33 is set higher than that of the foot wiper member 29. The reaction force of the airbags 30 and 33 can be set in advance by the internal pressure, that is, the gas pressure generated from the inflators 31 and 34.

  In this embodiment, both the upper and lower airbags 30 and 33 are simultaneously deployed at the time of a frontal collision or when a frontal collision is predicted, and the deployed state, that is, the deployed posture of the airbags 30 and 33 is regulated by the respective tethers 32 and 35. The front surfaces 30a, 33a of the airbags 30, 33 and the front surface of the closing plate 18 are substantially flush with each other, and the upper and lower airbags 30, 33 and the closing plate 18 are wide and flat in the vertical and horizontal directions. A surface (substantially flat surface) is formed, and the airbags 30 and 33 cooperate with the closing plate 18 and the bumper beam 17 to support the collision object on the substantially flat surface.

In FIG. 3, only one tether 32, 35 is shown for the upper and lower airbags 30, 33. Of course, a plurality of tethers may be used as required.
With a well-known airbag control device, the frontal collision of the vehicle can be detected using an acceleration sensor, and the frontal collision prediction can be predicted using a laser radar and an ultrasonic distance measuring sensor. It is obvious that the airbag can be deployed at the time of collision detection or at the time of prediction of a previous collision, and description thereof will be omitted.

  As described above, the front structure of the automobile according to the first embodiment shown in FIGS. 1 to 3 is an automobile in which a light collision load absorbing portion (see bumper beam 17) is provided at the front of the vehicle body with a front surface having a predetermined vertical width. Airbags 30 and 33 that are front structures and that are deployed on at least one of the upper and lower sides (both up and down in this embodiment) of the light collision load absorbing portion (bumper beam 17) at the time of a front collision or prediction of a front collision. An air bag support portion (see capacitor 22) is formed by a front part of the vehicle body or an auxiliary machine and is separated from the light impact load absorbing portion (bumper beam 17) and the air bags 30, 33, and the air bag support. In order to support the airbags 30 and 33 on the portion (condenser 22), the airbags 30 and 33 are arranged at least on the upper and lower sides and in the direction of the airbag support portion (condenser 22). It is obtained by configured to expand rearward I (see Figure 3).

According to this configuration, since the airbags 30 and 33 are deployed rearward in the direction of the airbag support portion (condenser 22), the airbags 30 and 33 are quickly supported by the airbag support portion (condenser 22). Thus, the reaction force of the airbags 30 and 33 can be increased, whereby a substantially uniform reaction force is quickly applied to the collision object in cooperation with the light collision load absorbing portion (see the bumper beam 17). Occurring and protecting the collision object.
Further, it is possible to protect the front part of the vehicle body and the auxiliary machines with the airbags 30 and 33 deployed in the event of a light collision.
Further, the airbags 30 and 33 are deployed behind the exterior members (see the bumper face 6, grills 7, 8, and 9) that constitute the front surface of the vehicle body (see FIG. 3).

  According to this configuration, it is possible to quickly achieve flattening of the front surface of the vehicle body with the airbags 30 and 33 deployed behind the exterior members (bumper face 6, grills 7, 8 and 9). The bending moment to the collision object can be further reduced.

  Further, as disclosed in the embodiment, in the front structure of an automobile in which a light collision load absorbing portion (see the bumper beam 17) is provided at a front portion of the vehicle body with a predetermined vertical width, the light collision load absorbing portion (see bumper beam 17) The airbag 30 is deployed above the collision load absorbing portion (bumper beam 17), and the airbag 30 is substantially at the same position as the front (refer to the closing plate 18) of the light collision load absorbing portion (bumper beam 17). In the case where deployment restriction means (see tether 32) is provided to develop a substantially flat surface that supports the collision object in cooperation with the range of the front surface of the vehicle body at a position shifted within 5 cm in the front and rear directions and vertically. The airbag 30 is deployed at substantially the same position as the front surface of the light collision load absorbing portion (bumper beam 17) (see the disposition position of the closing plate 18), and the air bag 30 and the light collision load absorbing portion. Since the bumper beam 17) cooperates to form a substantially flat surface (substantially flat surface extending in the vertical and horizontal directions) to support the collision object, it is possible to prevent a bending moment from being generated on the collision object, and the airbag. Since 30 does not expand forward, the air pressure in the airbag 30 can be increased and the reaction force can be increased by this amount, so that it is not necessary to stretch a soft member long as in the prior art. It is possible to shorten the engine room and the passenger compartment, and it is possible to rapidly deploy the airbag 30 by downsizing the airbag 30.

  Further, as disclosed in the embodiment, the reaction force of the light collision load absorbing portion (bumper beam 17) and the reaction force of the airbag 30 at substantially the same front-rear position as the light collision load absorbing portion (bumper beam 17), When they are substantially the same (within 10%), both 30 and 17 can cooperate with the collision object to form a front surface that generates a substantially uniform reaction force, further reducing the bending moment. In addition, pedestrian protection performance can be improved by using relatively high rigidity parts such as the bumper beam 17, and the light impact load absorbing portion (bumper beam 17) and the airbag 30 can be combined. Since they are provided at substantially the same front and rear positions, the buffer stroke can be shortened.

  Further, as disclosed in the embodiment, an airbag 33 that is deployed below the light collision load absorbing portion (see the bumper beam 17) and a foot wiper member (see the lower stiffener 29) that is located below the airbag 33 are provided. When the reaction force of the airbag 33 is set higher than that of the foot cleaning member (lower stiffener 29), the reaction force of the foot cleaning member (lower stiffness 29) is lower than the reaction force of the airbag 33. The load distribution can be achieved, the bending moment can be controlled, and the impact load can be buffered by the high reaction force of the airbag 33 deployed downward above the foot-wiping member (lower stiffener 29). it can.

4, FIG. 5 and FIG. 6 show Example 2 of the front structure of the automobile, FIG. 4 is a side view before the airbag is deployed, FIG. 5 is a side view when the airbag is deployed, and FIG. FIG.
In the second embodiment, an EA as a cushioning material that is softer than the bumper beam 17 and smaller in the vertical width than the front surface of the vehicle body, in front of the bumper beam 17 as the light collision load absorbing portion, specifically, at the front portion of the closing plate 18. A member 36 (EA is an abbreviation for energy absorber) is provided.

The EA member 36 is provided over the entire length of the closing plate 18 in the vehicle width direction. The EA member 36 can be a urethane material.
In the second embodiment, as shown in the side view when the airbag is deployed in FIG. 5, the upper and lower airbags 30 and 33 are located behind the front surface of the EA member 36 and the front surface of the bumper beam 17 (closing). The unfolded state is regulated by tethers 32 and 35 serving as unfolding restricting means so that the unfolding is the same as or in front of the plate 18.

Moreover, also in the second embodiment, in order to support the upper and lower airbags 30 and 33 on the capacitor 22 as the airbag support part, the airbags 30 and 33 are both upper and lower and the airbag support part (condenser). 22) (see the arrow in FIG. 5).
For this reason, the airbags 30 and 33 are quickly supported by the airbag support portion (condenser 22), the reaction force of the upper and lower airbags 30 and 33 is increased, and the bumper beam 17 cooperates with the collision object. Thus, it is possible to quickly generate a substantially uniform reaction force and protect the collision object.

Further, in the configuration of the embodiment, the pair of upper and lower airbags 30 and 33 are deployed at the time of the front collision or the prediction of the front collision, but as shown in FIG. 5, the front surfaces 30a and 30a when the airbags 30 and 33 are deployed. Since 33a is deployed behind the front surface of the EA member 36 and in front of or in front of the closing plate 18 and waits for a collision object, the EA member 36 is compressed as shown in FIG. A pair of upper and lower airbags 30 and 33 form a receiving surface before the bottom rises and bottoms.
For this reason, even if the reaction force of the EA member 36 increases, the collision object is received by the wide and flat receiving surfaces by the pair of upper and lower airbags 30 and 33, and the increase in bending moment can be effectively suppressed. It can be done.

  As described above, in the second embodiment shown in FIGS. 4, 5, and 6, the cushioning material is softer than the light collision load absorbing portion (see the bumper beam 17) and has a lower vertical width than the front surface of the vehicle body. (Refer to EA member 36), and the airbag (upper airbag 30 or upper and lower airbags 30, 33) is rearward of the front surface of the cushioning material (EA member 36) and the light collision load. It is the same as the front surface of the absorbing portion (bumper beam 17) or the front thereof (see FIG. 5).

According to this configuration, the airbags 30 and 33 are deployed behind the front surface of the cushioning material (EA member 36) and in front of or in front of the front surface of the light collision load absorbing portion (see the bumper beam 17) (see FIG. 5). Therefore, before the reaction force of the cushioning material (EA member 36) rises and bottoms, a receiving surface is formed by the airbags 30 and 33 (see FIG. 6), and the reaction force of the cushioning material (EA member 36) is reduced. Even if the height is increased, the airbag 30 and 33 can receive the collision object and effectively suppress the increase of the bending moment. Thereby, even if it is the small compact airbags 30 and 33 with a small stroke, and the shock absorbing material (EA member 36) with short front-back length, generation | occurrence | production of a bending moment can be suppressed and a collision object can be received safely.
In the second embodiment shown in FIGS. 4 to 6, the other configurations, operations, and effects are almost the same as those in the first embodiment. Therefore, in FIGS. Are denoted by the same reference numerals, and detailed description thereof is omitted.

FIGS. 7 and 8 show a third embodiment of the front structure of the automobile, FIG. 7 is a side view before the airbag is deployed, and FIG. 8 is a side view when the airbag is deployed.
In the third embodiment, in addition to the configuration of the first embodiment shown in FIGS. 1 to 3, a pre-bumper beam 17P is integrally bonded and fixed to the front surface portion of the closing plate 18 by spot welding means. . The pre-bumper beam 17P is provided over the entire length of the closing plate 18 and the bumper beam 17 in the vehicle width direction.
However, when the thickness of the pre-bumper beam 17P is t1, and the thickness of the bumper beam 17 is t2, the relational expression of t1 <t2 is established.

Further, when the reaction force of the pre-bumper beam 17P is n1, and the reaction force of the bumper beam 17 is n2, the relational expression of n1 <n2 is established.
That is, the light collision load absorbing portion is formed by the bumper beam 17, the closing plate 18, and the pre-bumper beam 17P. The initial reaction force (reaction force n1 of the pre-bumper beam 17P) of this light collision load absorbing portion is shown in FIG. As shown, the reaction force of the airbags 30 and 33 deployed, specifically, the reaction force of the airbags 30 and 33 at substantially the same front and rear positions as the front surface of the pre-bumper beam 17P is configured to be substantially the same. is there.

  Also in the third embodiment, the airbags 30 and 33 on both the upper and lower sides are deployed rearward in the direction of the capacitor 22 as the airbag support (see the arrow in FIG. 8), so that the airbags 30 and 33 are It is quickly supported by the air bag support portion to increase the reaction force of the upper and lower air bags 30 and 33, and cooperates with the light collision load absorbing portion composed of the elements 17, 18, and 17P with respect to the collision object. It is configured to quickly generate a substantially uniform reaction force to protect the collision object.

  In addition, the deployment position of each of the airbags 30 and 33 described above is regulated by the respective tethers 32 and 35, and the airbags 30 and 33 are substantially in the same position as the front surface of the pre-bumper beam 17P (within 5 cm in the longitudinal direction). ) And at a position shifted vertically, a substantially flat surface that supports the collision object is developed.

  Thus, in the third embodiment shown in FIGS. 7 and 8, the initial reaction force (see the reaction force of the pre-bumper beam 17P) of the light collision load absorbing portion (see the elements 17, 18, and 17P), The reaction force of the airbags 30 and 33 at substantially the same front and rear positions as the front surface (the front surface of the pre-bumper beam 17P) of the light collision load absorbing portion (see the elements 17, 18, and 17P) is substantially the same. Yes (see FIG. 8).

  According to this configuration, the initial reaction force of the light collision load absorbing portion (reaction force of the pre-bumper beam 17) and the reaction force of the airbags 30 and 33 are substantially the same at the front and rear positions substantially the same as the front surface thereof. The bending moment can be reduced, and the pedestrian protection performance can be improved.

9, FIG. 10 and FIG. 11 show Example 4 of the front structure of the automobile, FIG. 9 is a side view before the airbag is deployed, FIG. 10 is a plan view of the main part of FIG. FIG.
In the fourth embodiment, the bag body 40a of the airbag 40 is folded and stored on the front surface of the closing plate 18 (that is, in front of the bumper beam 17) located in front of the bumper beam 17 as a light collision load absorbing portion. It is.
And the proof stress (front-rear proof strength) of this airbag 40 in the front-back direction is stored in the range of 1 to 4 kN as a predetermined value or less. This value (1 to 4 kN) is set higher than the reaction force of the lower stiffener 29.

  Moreover, also in the fourth embodiment, the above-described airbag 40 is upward and rearward toward the direction of the capacitor 22 as the airbag support portion, as indicated by an arrow in FIG. The upper part 40U, the front part 40F, and the lower part 40L are continuously formed, and the position of the front part 40F is regulated by the bumper face 6 and the grills 7, 8, and 9 and deployed. The position of the upper portion 40U is regulated by the bonnet reinforcement 3 (or the shroud upper 21U) that forms the bonnet 2, and when the airbag 40 is deployed, the airbag 40 uses the wind inlets of the grills 7, 8, and 9 to move. 7a, 8a, and 9a are developed so as to be closed from behind.

  The airbag 40 deployed as shown by the solid line in FIG. 11 is compressed as shown by the phantom line β in FIG. 11 when receiving the collision object, and is substantially at the same position as the front surface of the bumper beam 17 as the light collision load absorber. In addition, in a position shifted upward and downward in the vertical direction, a substantially flat surface (a flat load receiving surface extending in the vertical and horizontal directions) that supports the collision object in the range of the front surface of the vehicle body in cooperation with the closing plate 18 and the bumper beam 17. )

  Thus, when the airbag 40 receives the collision object, the airbag 40 is substantially in the same position as the front surface of the bumper beam 17 (that is, the position of the closing plate 18), and the airbag 40 cooperates with the closing plate 18 and the bumper beam 17. Since a substantially flat surface (substantially flat surface) that supports the collision object is formed, it is possible to prevent a bending moment from being generated on the collision object.

In the fourth embodiment shown in FIGS. 9, 10, and 11, the airbag 40 has a bag body 40a in front of the light collision load absorbing portion (see the bumper beam 17), which is stronger than the strength of the absorbing portion. It is stored below a predetermined value of low longitudinal strength (see FIG. 9).
The predetermined value or less is set to 1 to 4 kN.

According to this configuration, before the airbag 40 is deployed, the airbag 40 can be effectively used as a cushioning material, and the conventional EA material is not required. The airbag 40 has the air inlet 7a. , 8a, 9a are expanded (see FIG. 11).

This configuration has the following effects.
That is, the above-described wind introduction ports 7a, 8a, 9a are open and do not receive the collision load. Therefore, by deploying the airbag 40 so as to close the wind introduction ports 7a, 8a, 9a, the collision load You can catch it.
That is, it is possible to achieve both the shock absorbing function at the time of the front collision and the cooling and intake performance during normal driving.

  In the fourth embodiment shown in FIGS. 9 to 11, the other configurations, operations, and effects are almost the same as those in the previous embodiment. Therefore, in FIGS. Are denoted by the same reference numerals, and detailed description thereof is omitted, but in the fourth embodiment, a tether may be used together as necessary.

FIG. 12 is a plan view showing still another embodiment of the front structure of the automobile. In this embodiment, in addition to the configuration of the previous embodiment 4, the front portion of the capacitor 22 is used as an airbag support portion. A mesh member 37 is provided.
The mesh member 37 described above is provided over the entire front opening of the radiator shroud 21, and the airbag 40 that is deployed rearward in the direction of the mesh member 37, which is the airbag support portion, is received from the rear side. This is for securing a strong reaction force of the airbag.
The mesh member 37 has a large number of mesh openings so as not to hinder the flow of wind from the front to the rear during normal travel.

If comprised in this way, since the mesh member 37 as an airbag support part backs up the airbag 40 at the time of expansion | deployment and a collision object receiving from the back, the appropriate airbag reaction force is ensured more reliably and rapidly. can do.
Further, since the airbag 40 is received by the mesh member 37 described above, the capacitor 22 and the radiator 23 do not need to receive the airbag 40. Therefore, the capacitor 22 and the radiator 23 have a strong mounting strength. Since it is not required, the mounting structure of the capacitor 22 and the radiator 23 can be simplified.
In FIG. 12, the same parts as those in FIG. 10 are denoted by the same reference numerals, and detailed description thereof is omitted.

FIGS. 13 and 14 show Example 5 of the front structure of an automobile, FIG. 13 is a side view before the airbag is deployed, and FIG. 14 is a side view when the airbag is deployed.
Also in the fifth embodiment, the bumper beam 17 as the light collision load absorbing portion is provided with a predetermined vertical width, and the airbag is deployed above and below the bumper beam 17 at the time of the front collision or the prediction of the front collision, respectively. 30 and 33. These upper and lower airbags 30 and 33 are located on the front surface of the vehicle body at the front surface of the bumper beam 17, that is, at substantially the same position in the front and rear direction as the disposition position of the closing plate 18 and shifted vertically. Front hinge-type lid portions 41 and 42 as deployment restricting means for developing a substantially flat surface (a flat surface extending in the vertical and horizontal directions, see FIG. 14) that supports the collision object in cooperation with the range. It has.

In the fifth embodiment shown in FIGS. 13 and 14, the bumper face 6 has an upper portion 6a, an intermediate portion 6b, and a skirt portion 10 as a lower portion, and the intermediate portion 6b of the bumper face 6 is an upper portion in terms of vehicle design. 6a and skirt portion 10 are formed so as to protrude forward of the vehicle.
An upper grill 43 as an exterior member is disposed between the upper portion 6a of the bumper face 6 and the upper piece rear portion of the intermediate portion 6b, and between the lower piece rear portion and the skirt portion 10 in the intermediate portion 6b of the bumper face 6 Is provided with a lower grille 44 as an exterior member. Between the lattices of the upper grill 43 and the lower grill 44, wind inlets 43a and 44a are formed as air intake portions.

Further, in the fifth embodiment, the upper grill 43 and the lower grill 44 are disposed rearward in the vehicle front-rear direction from the positions where the closing plate 18, the bumper beam 17 and the airbags 30 and 33 are disposed.
Further, an airbag support portion is formed by a condenser 22 as a heat exchanger at a position spaced rearward from the bumper beam 17, the airbags 30, 33, and the upper and lower grilles 43, 44. The upper and lower airbags 30, 33 are placed in the direction of the airbag support portion (in the embodiment shown in FIGS. 13 and 14) so that the (condenser 22) supports the airbags 30, 33 described above via the grilles 43, 44. (Refer to the direction of the grilles 43, 44) and rearwardly developed.

As shown in FIG. 14, the upper and lower airbags 30 and 33 are deployed in front of grilles 43 and 44 as exterior members constituting the front surface of the vehicle body. An exterior member retraction allowing connection means is provided for reversible connection when the airbag is deployed.
That is, the upper grill 43 is pivotally supported by the upper portion 6 a of the bumper face 6, and the hook 45 that locks the lower lattice of the upper grill 43 at the upper rear end of the intermediate portion 6 b of the bumper face 6. Are formed integrally, and when the vehicle collides, the intermediate portion 6b of the bumper face 6 is retracted, so that the hook 45 is detached and the upper grill 43 is allowed to retract. This constitutes the backward allowable connecting means.

  The lower grille 44 is pivotally supported by the lower skirt part 10 at the lower part of the bumper face 6, and the upper end lattice of the lower grille 44 is locked to the lower rear end part of the intermediate part 6 b of the bumper face 6. The hook 46 is integrally formed, and when the vehicle collides, the intermediate portion 6b of the bumper face 6 is retracted, so that the hook 46 is detached and the lower grill 44 is allowed to retract. This constitutes exterior member retraction allowable connecting means.

  As shown in FIGS. 13 and 14, the above-described front hinge-type lid portions 41 and 42 include hinge portions 41 a and 42 a at the upper upper front portion and lower lower front portion of the bumper beam 17 in the intermediate portion 6 b of the bumper face 6. Stops 47 and 48 are integrally formed on the front side of the hinge portions 41a and 42a of the lid portions 41 and 42 in the normal state (see the normal state before the collision shown in FIG. 11).

  The upper and lower lid portions 41 and 42 are always spring-biased in the lid closing direction by a spring force sufficiently smaller than the deployment pressure of the airbags 30 and 33. In the normal state, as shown in FIG. 48 are in contact with the inner surface in the vertical direction of the intermediate portion 6b of the bumper face 6 to prevent the lid portions 41, 42 from flapping when the vehicle is running.

Each of the above-described lid portions 41 and 42 is configured such that after the hooks 45 and 46 are released due to the deployment pressure of the airbags 30 and 33, the free end side opens forward of the vehicle with the hinge portions 41a and 42a as fulcrums. When the portions 41 and 42 are opened, as shown in FIG. 14, the stoppers 47 and 48 abut against the front surface of the closing plate 18 to prevent the lid portions 41 and 42 from over-rotating. .
When the above-described airbags 30 and 33 are deployed, the upper and lower airbags 30 and 33 are deployed rearward in the direction of the capacitor 22 and the deployed airbag is supported by the capacitor 22. The bags 30 and 33 close the wind inlets 43a and 44a of the grilles 43 and 44 from the front as shown in FIG.

In addition, hooks 45 and 46 as exterior member connection release portions are provided at the rear portions of the lid portions 41 and 42 described above. In the fifth embodiment shown in FIGS. 13 and 14, each of these hooks 45 and 46 serves as both an exterior member connection release portion and an exterior member retraction allowing connection means.
Further, as shown in FIGS. 13 and 14, an airbag deployment guide member 49 that regulates the deployment direction of the airbags 30 and 33 is provided on the rear surface portion of the bumper beam 17, and the airbag deployment guide member 49. Thus, the upper and lower airbags 30 and 33 are configured to guide the deployment direction.

  As described above, the front structure of the automobile according to the fifth embodiment shown in FIGS. 13 and 14 is an automobile in which a light collision load absorbing portion (see bumper beam 17) is provided at the front of the vehicle body with a front surface having a predetermined vertical width. The front structure includes airbags 30 and 33 that are deployed on at least one of the upper and lower sides of the light collision load absorbing portion (bumper beam 17) at the time of a front collision or a prediction of a front collision, and includes the light collision load absorbing portion (bumper beam). 17) and an air bag support part (see capacitor 22) formed by a front part of the vehicle body or an auxiliary machine and spaced apart from the air bags 30, 33, and the air bag support part (condenser 22) has the air bag. In order to support 30 and 33, the airbags 30 and 33 are deployed at least on the upper and lower sides and rearward in the direction of the airbag support (condenser 22). It is those that you have configured.

According to the above configuration, the airbags 30 and 33 are deployed rearward as shown by arrows in FIG. 14 toward the airbag support portion (condenser 22). The reaction force of the airbags 30 and 33 can be increased by quickly supporting the support portion (condenser 22), thereby cooperating with the light collision load absorbing portion (bumper beam 17) against the collision object. Thus, it is possible to quickly generate a substantially uniform reaction force to protect the collision object.
Further, it is possible to protect the front part of the vehicle body and the auxiliary machines with the airbags 30 and 33 deployed in the event of a light collision.
Further, the airbags 30 and 33 are deployed in front of an exterior member (see the grills 43 and 44) that constitutes the front surface of the vehicle body, and the exterior member retracts to connect the exterior member so as to be retractable at the time of collision or when the airbag is deployed. It is provided with permissible connecting means (see hooks 45 and 46).

According to this configuration, the bumper beam 17 as the light collision load absorbing portion can be disposed in front of the vehicle with respect to the exterior members such as the grilles 43 and 44, and the degree of freedom in vehicle design can be improved.
Further, the exterior member retraction allowing connection means (hooks 45, 46) allow retreat of the exterior members such as the grills 43, 44 at the time of collision or deployment of the airbag, so that the grilles 43, 44 can be prevented from scattering. Furthermore, a stable reaction force of the airbags 30 and 33 can be ensured.
Further, a front hinge type lid portion 41 formed on the upper upper surface of the light collision load absorbing portion (bumper beam 17) of the bumper face 6 is provided, and an exterior member connection release portion (see hook 45) is provided at the rear portion of the lid portion 41. Is provided.

According to this configuration, since the lid portion 41 has a front opening structure, the lid portion 41 can restrict the forward deployment of the airbag 30. Further, the exterior member connection release portion (hook 45) can release the connection of the exterior member such as the grille 43 and allow the retreat thereof.
That is, it is possible to achieve both the restriction of the forward deployment of the airbag 30 and the allowance of the retracting of the exterior member (the grill 43) with a small number of parts.

  In the fifth embodiment shown in FIGS. 13 and 14, the other configurations, operations, and effects are almost the same as those in the previous embodiment. Therefore, in FIGS. Are denoted by the same reference numerals, and detailed description thereof is omitted.

15 and 16 show a sixth embodiment of the front structure of an automobile, FIG. 15 is a side view before the airbag is deployed, and FIG. 16 is a side view when the airbag is deployed.
In the sixth embodiment shown in FIGS. 15 and 16, in addition to the configuration of the fifth embodiment, an EA member 36 as a cushioning material is provided at the front portion of the closing plate 18.

With this configuration, as in the second embodiment, the pair of upper and lower airbags 30 and 33 are deployed at the time of a front collision or at the time of a front collision prediction. Since 33a is regulated by the lid portions 41 and 42, it is deployed behind the front surface of the EA member 36 before compression and in front of the closing plate 18 to wait for a collision object, as shown in FIG. Before the EA member 36 is compressed and its reaction force rises and bottoms, a pair of upper and lower airbags 30 and 33 form a receiving surface.
For this reason, even if the reaction force of the EA member 36 increases, the collision object is received by the wide and flat receiving surfaces by the pair of upper and lower airbags 30 and 33, and the increase in bending moment can be effectively suppressed. It can be done.

  In addition, the airbags 30 and 33 are deployed in front of an exterior member (see the grills 43 and 44) that constitutes the front surface of the vehicle body, and the exterior member retracts to connect the exterior member so that it can be retracted at the time of collision or when the airbag is deployed. Since it is provided with the permissible connecting means (see hooks 45 and 46), the bumper beam 17 as a light collision load absorbing portion can be disposed in front of the vehicle with respect to the exterior members such as the grilles 43 and 44. The degree of freedom can be improved.

Further, the exterior member retraction allowing connection means (hooks 45, 46) allow retreat of the exterior members such as the grills 43, 44 at the time of collision or deployment of the airbag, so that the grilles 43, 44 can be prevented from scattering. Furthermore, since the airbags 30 and 33 are deployed rearward (see the arrows in FIG. 16) in the direction of the capacitor 22 as the airbag support portion as in the fifth embodiment, the airbags 30 and 33 are stable. Reaction force can be secured.
Further, a front hinge type lid portion 41 formed on the upper upper surface of the light collision load absorbing portion (bumper beam 17) of the bumper face 6 is provided, and an exterior member connection release portion (hook 41) is provided at the rear portion of the lid portion 41. It is provided.

According to this configuration, since the lid portion 41 has a front opening structure, the lid portion 41 can restrict the forward deployment of the airbag 30. In addition, the exterior member connection release portion (hook 41) can release the connection of the exterior member such as the grille 43 and allow the retreat thereof.
That is, it is possible to achieve both the restriction of the forward deployment of the airbag 30 and the allowance of the retracting of the exterior member (the grill 43) with a small number of parts.
Also in the sixth embodiment shown in FIGS. 15 and 16, the other configurations, operations, and effects are almost the same as those in the previous fifth embodiment. Therefore, in FIGS. Are denoted by the same reference numerals, and detailed description thereof is omitted.

17 and 18 show Embodiment 7 of the front structure of an automobile, FIG. 17 is a side view before the airbag is deployed, and FIG. 18 is a side view when the airbag is deployed.
In the seventh embodiment, a hook 50 for locking the lower end lattice of the upper grill 43 is integrally formed at the upper piece rear end portion of the intermediate portion 6 b of the bumper face 6, and the intermediate portion is located in front of the upper grill 43. A notch 51 is formed in the upper piece of 6b, and the intermediate portion 6b of the bumper face 6 is retracted at the time of a front collision, so that the hook 50 is detached and the upper grill 43 is allowed to retract, and the airbag 30 At the time of deployment, the front and rear of the notch 51 are separated from each other by the deployment pressure, and the lid portion 41 integrated with the bumper face 6 is formed.

  Similarly, a hook 52 for locking the upper end lattice of the lower grill 44 is integrally formed at the lower piece rear end of the intermediate portion 6 b of the bumper face 6, and below the intermediate portion 6 b in front of the lower grill 44. A notch 53 is also formed in one piece, and the intermediate portion 6b of the bumper face 6 retreats at the time of a front collision, so that the hook 52 is detached and the lower grill 44 is allowed to retreat, and the airbag 33 is deployed. The front and rear of the notch 53 are separated from each other by the developed pressure, and the lid portion 42 integrated with the bumper face 6 is formed.

The upper and lower lid portions 41 and 42 integral with the bumper face 6 are formed on the upper upper surface and lower lower surface of the bumper beam 17 of the bumper face 6 and have no specific hinge shaft, but are shown in FIG. It functions as front hinge-type lid portions 41, 42 having bent portions 41b, 42b as fulcrums, and the above-mentioned notches 51, 52 as exterior member connection release portions are provided at the rear portions of the lid portions 41, 42. It is provided.
Further, also in the seventh embodiment, as in the sixth embodiment, an EA member 36 as a cushioning material is provided at the front portion of the closing plate 18.

The pair of upper and lower airbags 30 and 33 are deployed at the time of a front collision or when a front collision is predicted. Since the front surfaces 30a and 33a of these airbags 30 and 33 are restricted by the lid portions 41 and 42, EA Since the member 36 is deployed behind the front surface of the member 36 before compression and in front of the closing plate 18 to wait for a collision object, the EA member 36 is compressed and its reaction force increases as shown in FIG. Before the bottom is attached, a receiving surface is formed by a pair of upper and lower airbags 30 and 33.
For this reason, even if the reaction force of the EA member 36 increases, the collision object is received by the wide and flat receiving surfaces by the pair of upper and lower airbags 30 and 33, and the increase in bending moment can be effectively suppressed. It can be done.

  In addition, the airbags 30 and 33 are deployed in front of an exterior member (see the grills 43 and 44) that constitutes the front surface of the vehicle body, and the exterior member retracts to connect the exterior member so that it can be retracted at the time of collision or when the airbag is deployed. Since it is provided with permissible connecting means (see hooks 50 and 52), the bumper beam 17 as a light collision load absorbing portion can be arranged in front of the vehicle with respect to the exterior members such as the grilles 43 and 44. The degree of freedom can be improved.

Further, the exterior member retraction allowance connecting means (hooks 50, 52) allows retreat of the exterior members such as the grills 43, 44 at the time of collision or airbag deployment, so that the grilles 43, 44 can be prevented from scattering. Furthermore, since the airbags 30 and 33 are deployed rearward (see the arrows in FIG. 18) in the direction of the capacitor 22 as the airbag support portion, as in the previous embodiments, the airbags 30 and 33 A stable reaction force can also be secured.
Further, a front hinge-type lid portion 41 formed on the upper upper surface of the light collision load absorbing portion (bumper beam 17) of the bumper face 6 is provided, and an exterior member connection release portion (see the notch 51) is provided at the rear portion of the lid portion 41. Is provided (see FIG. 17).

According to this configuration, since the lid portion 41 has a front opening structure, the lid portion 41 can restrict the forward deployment of the airbag 30. In addition, the exterior member connection release portion (notch 51) can release the connection of the exterior member such as the grille 43 and allow the retreat thereof.
That is, it is possible to achieve both the restriction of the forward deployment of the airbag 30 and the allowance of the retracting of the exterior member (see the grille 43) with a small number of parts.

  Also in the seventh embodiment shown in FIGS. 17 and 18, the other configurations, operations, and effects are almost the same as those in the previous sixth embodiment. Therefore, in FIGS. Are denoted by the same reference numerals, and detailed description thereof is omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The exterior member of the present invention corresponds to the bumper face 6 and the grills 7, 8, 9, 43, 44,
Similarly,
The light impact load absorber corresponds to the bumper beam 17, the pre-bumper beam 17P, and the closing plate 18.
The airbag support portion corresponds to the capacitor 22 and the mesh member 37,
The cushioning material corresponds to the EA member 36,
The exterior member retraction allowing means corresponds to the hooks 45, 46, 50, 52,
The exterior member connection release portion corresponds to the hooks 45 and 46 and the notches 50 and 53,
The present invention is not limited to the configuration of the above-described embodiment.
For example, instead of the capacitor 22 described above, the airbag support portion may be set to a radiator shroud, a radiator, a motor, a battery, an engine, or the like.

  As described above, the present invention is useful for a front structure of an automobile in which a light collision load absorbing portion is provided on a front portion of a vehicle body with a front surface having a predetermined vertical width.

6. Bumper face (exterior material)
7, 8, 9, 43, 44 ... Grill (exterior member)
7a, 8a, 9a, 43a, 44a ... Wind inlet 17 ... Bumper beam (light collision load absorbing part)
17P ... Pre-bumper beam (light impact load absorbing part)
18 ... Closing plate (light impact load absorbing part)
22 ... Condenser (airbag support)
30, 33, 40 ... airbag 36 ... EA member (buffer material)
37 ... Mesh member (airbag support)
40a ... Bag body 41, 42 ... Lid portion 45,46 ... Hook (exterior member retraction allowing means, exterior member connection release portion)
50, 52... Hook (exterior member retraction allowing means)
51, 53 ... Notch (exterior member connection release part)

Claims (8)

A front structure of an automobile in which a light collision load absorbing portion is provided at the front of the vehicle body with a front surface having a predetermined vertical width,
At the time of a front collision or at the time of a front collision prediction, an airbag that is deployed on at least one of the upper and lower sides of the light collision load absorbing portion is provided.
An air bag support is formed by the front part of the vehicle body or an auxiliary machine, separated from the light collision load absorbing part and the air bag rearwardly,
A front portion of an automobile, wherein the airbag is configured to be deployed at least one of the upper and lower sides and rearward in the direction of the airbag support portion so that the airbag support portion supports the airbag. Construction. 2. The front structure of an automobile according to claim 1, wherein the initial reaction force of the light collision load absorbing portion and the reaction force of the airbag at substantially the same front and rear position as the front surface of the light collision load absorbing portion are substantially the same. The front structure of an automobile according to claim 1 or 2, wherein the airbag is deployed rearward of an exterior member constituting a front surface of the vehicle body. An exterior member constituting the front of the vehicle body is provided in front of the airbag support portion,
The airbag is deployed in front of the exterior member,
3. The front structure of an automobile according to claim 1, further comprising exterior member retraction allowing connection means for reversibly connecting the exterior member when a collision occurs or when the airbag is deployed. The automobile according to any one of claims 1 to 4, wherein the airbag is stored in front of the light collision load absorbing portion at a predetermined value or less of a front and rear proof strength lower than the proof strength of the absorbing portion. Front structure. The automobile front structure according to any one of claims 1 to 5, wherein the airbag is deployed so as to close a wind inlet. Provide a front hinged lid part formed on the upper upper surface of the light impact load absorbing part of the bumper face,
5. The front structure of an automobile according to claim 4, wherein an exterior member connection release portion is provided at a rear portion of the lid portion. A cushioning material that is softer than this and has a smaller vertical width than the front of the vehicle body is provided in front of the light collision load absorbing portion,
The front structure of an automobile according to any one of claims 1 to 7, wherein the airbag is deployed behind the front surface of the cushioning material and in front of or in front of the light collision load absorbing portion. .

Images